Carburetor



Jan. 10, 1933. E. A. WINFIELD CARBURETOR Filed Jan. 5, 1930 5 Sheets-Sheet 1720612207 Edwardfi. Winfield.

Jan. 10, 1933.

E. A WINFIELD CARBURETOR Filed Jan. 3, 1 930 3 Sheets-Sheet 3 Inventor Edward/Z. ml'llfl fld.

which the air is drawn.v

Patented Jan. 10, 1933 UNITED STATES.

PATENT OFFICE Application filed January 3, 1930. Serial 1T0. 418,208.

This invention has reference to carburetors of the type in which the metering of fuel in accordance with the engine requirements is accomplished by the selective exposure of fuel spray jets to the flow of the engine intake air, by varying, in effect, the areas or zones in the fuel and air mixture passage through which the intake air is permitted to flow. In its broader aspects, the present form of carburetor is similar to the type described in my copending application entitled Carburetor, Serial No. 288,399, filed June 26, 1928, but embodies certain improvements having to do mainly with the structure and arrangement of the spray tube assembly, throttle, and other parts associated with the fuel and air mixing part of the carburetor.

.In accordance with the invention, a longitudinal partition is providedin the fuel and air mlxing passage, dividing the latter into two portions, the partition being shaped so as to form restricted areas of a nature similar to that formed by a Venturi tube, in the separate portions of the passage. The throttle valve is shaped and arranged relative to the partition, in a manner such that in its positions corresponding to idling and low engine speeds, it confines the flow of air to one side of the partition, but as the throttle is opened wider for higher speeds of the engine, it permits air flow through the passage at both sides of the partition. Separate fuel discharge orifices are provided at the restricted areas at opposite-sides of the partition, and at lower engine speeds at which air intake to the engine occurs only at one side of the partition, fuel discharge, excepting that from the idling jet, is confined to the one jet or one series of jets past As the throttle is moved to open positions, so as to enable the'flow of air at both sides of the partition, both jets or series of jets at opposite sides of the-partition are brought into operation. Fuel is sprayed into the restricted areas in the mixture passage, at opposite sides of the partition, and preferably from within the partition, byway of a series of apertures extending from a fuel passage or pair of passages within the partition laterally 6-6 of Fig. 2,

through the wall thereof. According to my preferred construction, a pair of spray tubes, one for each section of the fuel passage, is inserted in horizontally spaced bores drilled laterally within the partition, the spray tubes being fed individually from a pair of compensator wells. Although in the broader aspects of the invention any suitable means may be provided for supplying and conducting the fuel to the restricted areas at opposite sides of the partition, the dual spray tube and compensator well arrangement is preferred.

The various features and objects of the invention will be best understood from the following detailed description of a certain preferre and typical form of carburetors embodying the invention, reference being had throughout the description to the annexed drawings, in which:

Figure 1 is a vertical sectional view on broken line 1-1 of Fig. 2, showing one form of dual spray tube carburetor embodying the invention;

Fig. 2 is a horizontal section on line 22 of Fig.1;

Fig. 3 is a section on line 33 of Fig. 2 through the compensator wells;

Fig. 4 is a view on line 4-4 of Fig. 2 showing the attachment side of the fuel and air mixing passage section of the carburetor;

Fig. 5 is a section taken longitudinally through the mixing passage as indicated by lines 5-5 in Fi 1 and 2;

Fig. 6 is a ragmentary section on line showing particularly the idling fuel passage;

Fig. 7 is a fragmentary view similar to Fig. 5 showing the throttle valve in closed position; 9

Fig. 8 is a sectional view generally similar to Fig. 1 but showing a variational form of carburetor;

Fig. 9 is a horizontal section on line 9-9 of Fig. 8; and Fig. 10 is a fra entary sectional view on line 1010 of 9 showing the spray tube and partition assembly.

Referring to Fi' 1 of the drawin s, I show a carburetor in w ich the body is ormed in two sections 10 and 11, the respective flanges 10a, 11a of which are secured together by bolts 12. Body section 10 comprises the float bowl 13 and the intermediate and high speed compensator wells generally indicated at 14 and 15 respectively. Within section 11 is contained the fuel and air mixin passage 16 in which is arran ed the spray tu e, partition and bafile assembfly generally indicated at 17 (see Fig. 5). It will be understood that the carburetor body may be formed in one or any number of parts as-desired, although I prefer the illustrated two part construction in order to facilitate attachment of flange 110 to various types of manifolds, by enabling the air passage section 11 to be attached to different forms of float bowl sections, mentioned at a later point.

The carburetor may be provided with any suitable form of float bowl or fuel reservoir, the illustrated type being preferred by reason of numerous advantages of this form set forth more fully in my copending application on the float bowl per se, entitled Carburetor reservoir, Serial No. 288,398 filed June 26, 1928 which matured to Patent No. 1,758,068 granted May 13, 1930. Fuel is taken into the float chamber 18 from the inlet 19 by way of the screen chamber 20 in cap 21, orifice 22, and bore 23 in bushing 24 threaded through the bowl cover 25. The intake of fuel through orifice 22 is controlled in accordance with fuel level in the float bowl means of valve pin 26 resting on lever 27, which in turn rests on the spherical float ball 28.

Within body section 10 adjacent the float bowl is a pair of vertical bores 30 and 31, forming the intermediate and high speed compensator wells, respectively, these bores being closed at their lower ends by means by plugs 32 and 32a. Bores 30 and 31 have separate communication with the float bowl at points above plugs 32, 32a, by way of passages 33 and 34, respectively, leading into chamber 18. The delivery of fuel from the float bowl to the wells through these pasasges is individually controllable by means of needle valves 35 and 36.

Reduced bores 38 and 39, coaxial with bores 30 and 31, respectively, are drilled at the up r ends of the latter, a further reduoed re 40 beigg drilled through the upper end of the b y and opening into bore 38. The intermediate and high speed wells have communication with the spray tubes, hereinafter described, by way of horizontal bores 41 and 42 extending from bores 38 and 39 to attachment face 10b of the body section 10. Bore 40 communicates with the fuel and air mixing passage by way of cross bore 44 leading to annular groove 45 formed in the end face 115 of section 11, passage 46 leading from groove 45 to bore 47 in the side of assage 16. Fuel is drawn into passage 16 from here 47 through diagonal port 48.

A tube 50 is inserted within compensator well 14, head 50a of the tube being threaded into bore 30, and the upper end of the tube being brought to bear against annular shoulder 51 between bores 30 and 38. Tube 50 has a certain amount of clearance at 52 from the bore wall in order to permit the flow of air taken in through bleeder passage 53 and the calibrated plug 54, through the several longitudinally spaced apertures 55 in the tube, as will later be explained. Extending through tube 50 and bore 38, and spaced at 560: from the walls thereof, is an idling fuel riser tube 56, which may be conveniently formed integrally with plug 32. Fuel is taken into tube 56 from space S between the plug and head 500, into which space the fuel is delivered through passage 33, through orifice 57, and is drawn through orifice 58 in the upper end of the tube into bore40, and thence through passage 44, groove 45, and passage 46, to the idling speed jet 48. In the end of bore 40 is an adjustable air bleed plug 60 by means of which the depression in the idling fuel passage may be regulated in accordance with operating conditions.

Within bore 31 is a high speed compensator tube 62, the head 64 of which is threaded into the bore to bring the upper end of the tube against shoulder 63. Tube 62 has an intermediate portion 62a of comparatively reduced diameter and an upper comparatively enlarged portion 626. Bore 65 opens at its upper end into counterbore 66, the latter communicating with the annular chamber C between the tube and the wall of bore 31 through apertures 67 and 68. Bore 65 has communication with chamber C through apertures 69. The air bleed into chamber G occurs through calibrated plu 70 and passage 71 opening into the chamer at a point below shoulder 63. It will sufiice to note at this point that fuel taken into space S through passage 42'rises within tube 62 and chamber C substantially to the upper end of the tube, the liquid in the float bowl being maintained at level L (see Fig. 1) at about the height of the compensator well tubes. The fuel similarly is permitted to rise within tube 50 and space 52 to a oint near the upper end of the tube. As el is required for delivery from the intermediate and high speed spray tubes, the fuel is drawn from the respective compensator wells by way of bores 41 and 42.

Within the fuel and air mixing passage 16 is a longitudinally extending partition 75 which may conveniently be formed by casting integrally within the body, may be formed in a separate piece if desired. Partition 75 extends centrally within passage 16 and is tapered more or less gradually as at 76 toward the outlet 16b, and comparatively abruptly as at 77 toward the inlet 16a. The partition, by virtue of its although it tapering shape, forms with the cylindrical Walls of passage 16, restricted areas R, R in the passage at the point of greatest width of the partition. Thus provision is made for a pair of restricted areas, similar in effect to that formed by an ordinary Venturi tube, at opposite sides of the partition, to the end that the fuel may be selectively metered at the restricted areas in the passage, by selectively controlling the flow of air through these restricted areas, as will be described.

A circular throttle valve 78 is mounted on a shaft 7 9 journaled at 80 and 80a in the sides of passage 16, the outer end of the shaft carrying a lever 81 to which suitable attachment may be made for operating the throttle. The throttle valve is shaped in a manner such as to enable it to permit, within a certain range of adjustment, a greater flow of air through one portion of the passage at one side of the partition than through the other portion at the opposite side of the partition, and to permit the flow through the first mentioned passage before the second. The valve is tapered from one side of its axis of rotation to a comparatively thin semicircular peripheral edge 82. That portion 7 8a of the valve at the opposite side of its axis, however, is shaped to form a spherical peripheral edge 83 of comparatively greater thickness, in order to provide for differential openings in the passage at opposite sides of the valve as will be later explained. The comparatively thick side 78a of the valve is cut away at 84, substantially in the plane of edge 82 and the axial center of shaft 79. Partition 7 5 is correspondingly cut away at 85, see Figs. 1 and 5, to form a semicircular recess .to accommodate portion 78a of the valve when the latter is swung to its wide open position. It will be noted that by this provision for allowing the valve to.

be swung within the partition recess 85, the surfaces of the valve and partition are brought into alinement so as to give the valve and the partition assembly a stream line effect throughout its length.

While the throttle valve 78 preferably is given certain peculiarities as to its shape, in order to bring about the operation as hereinafter described, and while the throttle valve differs from the usual flat plate butterfly valve in this respect, it may nevertheless be properly termed a butterfly valve since it has the general structural characteristics of the usual butterfly valve. In my copending application hereinabove referred to, I also show the combination of a partition in the fuel and air mixing passage, with a throttle valve operable to control the flow of air through the passage at opposite sides of the partition. One of the main distinctions between the partition and valve combinations in my present and earlier filed applications, resides in the fact that in the latter case I show a valve of the cylindrical or plug type, whereas in the present carburetor I utilize a valve of the butterfly type.

By virtue of the valve having at one side the comparatively wide ripheral surface 83, and a comparatively thin edge 82 at its other side, in the interval of the valve movement from closed position, shown in Fig. 7, to an intermediate position, as indicated by the dotted lines 786 in Fig. 5, the fuel and air passage at the left side of the partition remains substantially closed by the valve, whereas at the right side of the partition a substantial flow of air is permitted through the opening at between the thin edge of the valve and the passage wall. In other words the shape of the valve is such that it permits the flow of air through one portion of the passage before permitting a substantial flow through the other portion. Upon subsequent movement of the valve to an open position the air is then permittedto be taken in equal quantities through the passage at opposite sides of the partition.

In the closed position of the throttle valve, air bleed port 86 opens into passage 16 from bore 47 at the intake side of the valve. The amount of air bleed may be regulated as desired by the use of calibrated plugs such as plug. 120 having orifices 120a of predetermined size. In its idling speed position, the valve is swung to the dotted line position 7 80, see Fig. 7, and to the point at which the valve covers port 86. In this position, a roove 87 in the spherical valve face 83 is rought opposite port 48 to permit the discharge of fuel past the valve. The effect had upon the fuel metering at idling speeds by the covering and uncovering of port 86 by the valve will be described at a later point. In the broader aspects of the invention, any suitable form of fluid passage may be provided in the partition for conducting the fuel to points of discharge at opposite sides thereof, although for numerous reasons that will be made apparent, I prefer the construction hereinafter described. A pair of bores 92 and 93 are drilled continuously through the partition and the body at the ends of the partition, the inner slightly reduced ends 92a, 93a

of these bores registering with 15 in body section 10. Within bores 92 and 93 is inserted a pair of spray tubes 94 and 95, spaced at 96 from the bore walls, throughout their extent within the partition. The spray tubes have tapering bores 94a and 95a drilled from their inner ends, and have also a plurality of longitudinally spaced apertures 97 opening into spaces 96 at the outer sides of the tube. Fuel discharged through apertures 97 into annular spaces 76 is drawn into passage 16 at the restricted areas R, B, through comparatively enlarged apertures 98 drilled in the partition. Air passage slots 100 are formed longitudinally in the partition bores 41 and 42, respectively, leading from wells 14 and from its upper end to the point of intersection with bores 97 and 93, the purpose of slots 100 being to conduct air to the annular spaces 96 for admixture with the fuel from the spray tubes, in orderthat preliminary atomization of the fuel may be accomplished before its discharge into the mixing passage, and in order that the fuel may be sprayed from orifices 98 in a finely divided state, and as a result uniformly dispersed within the intake air.

By way of describing the action had by the air introduced through slots 100 for preliminary mixing with the fuel, one may, for comparison, consider the difference in the action of the jets over that which would result from merely fitting tubes 94 and 95 closely within their respective bores and drilling only the lateral discharge orifices, omitting slots 100, as shown in Fig. 11. At intermediate and slow speeds at which the air velocity past the partition discharge orifices would be insufiicient to sweep the fuel into the air stream the instant the fuel is discharged to the mouth of the orifices, the tendency would be for the fuel to form in drops and be picked up as such by the air stream, or for the drops to run down the side of the partition to the lower end thereof in case the air velocity were too slow to sweep the fuel into the stream.

Therefore, in order to insure the delivery of fuel to the air stream immediately after its discharge from the spray tubes, and to carry the fuel through the partition orifices, I provide the annular clearance 96 about the spray tubes, into which space preliminary atomizing air is taken through slots 100. The latter open into spaces 96 preferably more or less tangentially at the inner sides thereof so as to cause the air to sweep around and under the tube and pick up the fuel immediately as it is drawn from the spray tube orifices, and cause it to become atomized and sprayed into the air stream through the partition orifices.

I will now describe the operation of the carburetor for the metering of the fuel successively at idling, intermediate and high speeds of the engine. Assuming the engine to operate at idling speed, the throttle valve may be moved from closed position to the dotted line position 780, in which port 86 is covered by the valve- In this position of the valve, the full depression existing in the mixture passage outlet 16b is applied through port 48, passage 46, annular groove and bore 44, to orifice 58 in the upper end of riser tube 56. Since little or no air is admitted to bore 47 through port 86, the discharge through port 48 is comprised substantially of liquid fuel and a slight amount of air taken in through air bleed 60, resulting in a comparatively rich mixture being taken into the engine.

Upon opening movement of the valve to the dotted line position 7 8b in Fig. 5, which position may correspond to somewhat below intermediate engine speed, port 86 is uncovered by the valve so as to permit air bleed into bore 47 through the valve groove 87 and bore 86. Thus the depression applied through port 48 is somewhat modified, with the result that a comparatively less amount of fuel is discharged through port 48 and a proportionately leaner mixture is taken into the engine. In this position of the valve, the opening at 90 is such as to permit a sufiicient flow of air at R to cause fuel to be discharged from the intermediate spray tube 94. The depression at the restriction R is communicated through the spray tube to well 14, by way of bores 41 and'38, the fuel being drawn upward from space 56a between tubes 50 and 56. As the throttle is moved so as to bring the engine up to, or somewhat in excess of intermediate speed, the depression applied to the intermediate speed well may be such as to cause the fuel in space 52 to lower and progressively uncover apertures 55, thereby admitting increasing amounts of air taken in through passage 53, for admixture with the fuel being delivered to the spray tube. Upon opening movement of the throttle from position 7 8b, the depression at the intake side of the throttle gradually diminishes to a point at which the idling speed jet 48 becomes ineffective.

As the throttle is moved from intermediate to wide open positions, the spherical edge 83 of the valve moves away from the passage wall to permit the flow of air past the restricted area B, with the result that additional fuel is drawn from the high speed spray tube 95 to supplement that discharged from tube 94. It will be noted that apertures 68 at the lower end of the enlarged portion 62b of the high speed compensator tube are comparatively large, so that when the fuel level in chamber C drops below aperture 68, the flow of air from passage 71 into enlarged bore 66 of the tube is substantially unrestricted. Thus upon the application of a sudden considerable depression to the well, the quantity of fuel contained in enlarged bore 66 may be drawn substantially instantly from the well. Due to the reduction in diameter of the lower portion 62a of the tube, a comparatively large quantity of fuel is contained in chamber C below section 62?) of the tube. Thus although the fuel which may be contained in bore 66 is rendered instantly available for delivery to the spray tube, the withdrawal of the remaining fuel in the well through reduced bore necessarily requires a comparatively long period of time. And it may be statedthat in general a sufiicient quantity of fuel for accelerating pu oses will be withdrawn from the well before c mmber C and bore 65 have become entirely depleted of fuel.

In the illustrated position of the body section 11, the carburetor operates as a down draft type, that is the flow of intake air occurs downwardly into the manifold to which flange 110 may be attached. Frequently the attachment to the manifold is at the upper end of the air intake assa e, and the flow of intake air is reversed. T e present carburetor may be adjusted to suit these conditions by inverting section 11, and substituting anchamber similar to that shown except that the position. ofthecompensatorwells would be reversed in accordance with the reversal of positions of the spra tubes, due to section 11 being inverted. he two part construction of the body thus is advantageous due to the fact that to change from an up draft to down draft carburetor, or vice versa, it is but necessary to substitute float chamber sections, instead of replacing the entire carburetor.

In Figs. 8 to 10 I show a variational form of the invention generally similar to the described embodiment but differing essentially in the use of but a single spray tube for delivering fuel to the opposite sides of the mixture passage partition, and the provision of a single compensator well from which fuel is drawn to the spray tube. A single well 103 is provided in body section 10, the delivery of fuel from the well to the float bowl occurring through passage 104 under the control of needle valve 105. The construction and ar-.

rangement of the parts comprisin the well are similar to those of the interme late speed well 14 in the previously described form. A single bore 106 is drilled through body sectlon 11 and partition 107, bore 106 being coaxial with bore 108 leading to the compensator well. Spray tube 109 is fitted more or less tightly within bore 106 and may be extended into bore 108 to provide an axis about wh ch body section 11 may be turned in adjusting its position relative to section 10. In thls case the annular idling fuel passage groove 110 is formed concentric with the spray tube.

Apertures 111 and 112.drilled in opposlte sides of the spray tube register with corresponding apertures 111a and 1120 in the partition. Thus at idling and lower operating speeds of the engine, during which time no substantial flow of air occurs through the passage at the left of the partition, see F 1g. 10, fuel is drawn from the spray tube exclusively through apertures 112. At open positions of the throttle valve fuel of course is drawn through both series of apertures 111 and 112 at opposite sides of the partition. In order to provide for a comparatively leaner mixture at intermediate speeds, it may be desirable to drill apertures 112 somewhat small er than apertures 111, or by employing other suitable means for providing differential 01'1- fice area at opposite sides of the partition. Although the variational form of carburetor shown in Figs. 8 to 10 may be desirable in some cases where economy in manufacture may be the controllin feature, the first described embodiment o the invention is generally preferred because of the greater sensitivity of the dual spray tube and com nsator well arrangement, and the descri arrangement of air passages in the partition.

It may be mentioned that in the broader aspects of the invention, any suitable means may be provided for supplying fuel to the spraytube-ortubes, and that the inventionis not limited to the use of the particular form of compensator wells described. The described forms of compensator wells however are preferred since they are particularly suitable in their operating characteristics as supply sources for the spray tubes and idlin speed jet, in maintaining the required and most eflicient proportions of fuel and air for the various speeds of engine operation.

It will be understood that the drawings and description are to be considered merely as illustrative of and not restrictive on the broader claims appended hereto, for various changes in design, ment may be made the spirit and scope I claim:

1. In a carburetor having a fuel and air mixing passage, a butterfly throttle valve within said passage and mounted on an axis extending across the passage, a stationary partition extending longitudinally within said passage and substantially in alinement with the axis of the throttle valve, said valve in moving from closed to open position causing a greater flow of air to occur past one side of said partition than past the other side, and means for delivering fuel to said passage at opposite sides of the partition.

2. In a carburetor having a fuel and air mixingpassage, a fuel nozzle in said passage, a butterfly throttle valve within said passage and mounted on an axis extending across the passage, said throttle valve, in moving from closed toward open position, being adapted to permit the flow of air through one portion of said passage before permitting a substantial flow through the other portion, and a stationary artition extending longitudinally within the passage and separating said portions.

3. In a carburetor having a fuel and air mixing passage, a butterfly throttle valve in said cylindrical passage and mounted on an axis extending across the passage, a partition extending longitudinally within said passage and substantially in alinement with the axis of the throttle valve, said partition and the valve when in its open posltion, together forming substantially a continuous wall, and means for delivering fuel to the without departing from of said claims.

structure and arrangepassage at opposite sides of the partition, said valve in moving from closed toward open position causing a eater flow of air past one side of the partition than past the other side thereof.

4. In a carburetor having a fuel and air mixing passage, a butterfly throttle valve mounted on an axis diametrically across said passage, said throttle valve, in movin from closed toward open position, being a apted to permit the flow of air through one portion of said passage before permitting a substantial flow through the other portion, a partition extending longitudinally within the passage and separating said portions, said partition and the valve when in its open position, together forming substantially a continuous wall, and means for delivering fuel to said passalge at opposite sides of the artition.

5. n a car uretor having a. uel and air mixing passage, a rotatable throttle valve mounted on an axis diametrically across said passage, a partition extending longitudinally within said passage and substantially in alinement with the axis of the throttle valve, said valve and partition being in relatively close proximity at all positions of the valve, and said valve in moving from closed toward open position causing a greater flow of air past one side of the partition than past the otherside thereof, fuel passages within said partition and extending substantially across said fuel and air mixing passage, fuel being delivered from said fuel passages to the mixing passage through apertures 1n opposite sides of the partition.

6. In a carburetor having a cylindrical fuel and air mixin passage, a rotatable throttle valve mounte on an axis diametrically across said passage, a partition extending longitudinally within said passage and substantially in alinement with the axis of the throttle valve, said valve in moving from closed toward open position causing a greater flow of air past one side of the partition than past the other side thereof, and a pair of separate fuel passages within said partition and extending substantially across said fuel and air mixin passage, fuel being dc livered from said uel passages respectively to the mixing passage through ports in 0pposite sides of said partition.

7. In a carburetor having a fuel and air mixing passage, a throttle valve mounted on an axis diametrically across said ass'age, a partition extending longitudinal y within said passage and substantiallz in alinement with the axis of the throttle va ve, there being a pair of bores in said partition and extending substantially across said fuel and air mixing passage, and a pair of spray tubes within said bores, fuel being discharged from said spray tubes to the mixing passage at oposite sides of said partition.

8. In a carburetor having a fuel and air a throttle valve mounted on an axis diametrically across said passage, a partition extending longitudinally within said passage and substantially in alinement with the axis of the throttle valve, there being a pair of bores in said partition and extending substantially across said fuel and air mixing passage, a pair of spray tubes in the mixing bores and spaced from the walls thereof, and a plurality of air passages extending longitudinally within said partition from one end thereof to said bores, fuel being discharged from said spray tubes and delivered, together with air taken in through said air passages, through openings in the partition to the mixing passage at opposite sides of said partition.

9. In a carburetor, a fuel and air mixin passage, a butterfly throttle valve in said passage, a partition extending longitudinally within said passage and forming with the wall of the passage, restricted areas at opposite sides of the partition, said valve in open position being in overlapping relation with said artition, and means for discharging fuel rom within the partition into said passage at said restricted areas, said valve in moving from closed toward open position causing a greater flow of air past one side of the partition than past the other side thereof.

10. In a carburetor, a fuel and air mixing passage, a partition extending longitudinally within the passa e, a throttle valve mounted on an axis, exten ing across said assage and substantially parallel with sai artition, said valve having a comparatively t ick portion at one side of its axis and a comparatively thin ortion at the other side of the axis, and sai partition being cut away to receive said thick portion of the valve.

11. In a carburetor having a cylindrical fuel and air mixing passage,a circular throttle valve mounted on an axis diametrically across said passage, a fuel orifice in the wall of the passage opposite the axis of the valve, said valve having a comparatively thick peripheral edge at the orifice side of its axis, and a comparatively thin peripheral edge at the other side of its axis, a partition extending longitudinally within said passage and substantially in alinement with the axis of the throttle valve, and means for delivering fuel to said mixing passage at opposite sides of said partition.

12. In a carburetor having a fuel and air mixing passage, a rotatable throttle valve in said passage, a fuel chamber, a compensator well fed from said fuel chamber, a artition extending longitudinally within sai passage and substantially in parallel with the rotational axis of the throttle valve, and a fuel passage communicating with said compensator well and extending within said partition substantially across said fuel and air mixing passage, fuel being delivered from mixing passage,

said fuel passage to the mixing passage through apertures in opposite sides of said partition, said valve in moving from closed toward open position causing a greater flow of air past one side of the partition than past the other side thereof.

13. In a carburetor having a fuel and air mixing passage, a rotatable throttle valve in said passage, a fuel chamber, a pair of compensator Wells fed from said fuel chamber, a partition extending longitudinally within said passage and substantially in parallel with the rotational axis of the throttle valve, and a pair of fuel passages each communicating with one each of sald compensator wells and extending within said partition substantially across said fuel and air mixing passage, fuel being delivered from said fuel passages to the mixing passage respectively through apertures in opposite sides of said partitions.

14. In a carburetor having a fuel and air mixing passage, a throttle valve for controlling the flow of air through said passage, a partition extending longitudinally within the passage, said partition having a bore therein extending substantially across said mixing passage, and an apertured spray tube in said bore, fuel being adapted to be discharged from said spray tube through orifices in opposite sides of the partition.

15. In a carburetor having a fuel and air mixing passage, a throttle valve for controlling the flow of air through said passage, a partition extending longitudinally within th passage, said partition having a pair of bores therein extending substantially across said mixing passage, and a pair of air passages extending longitudinally from said bores through one end of the partition, and a pair of apertured spray tubes in said bores and spaced from the walls thereof, fuel being adapted to be discharged from said spray tube through orifices in opposite sides of the partition. 1

16. In a carburetor, a fuel and air mixing passage, a throttle valve in said passage, a partition extending longltudmally w1th1n the passage, said partition being tapered longitudinally and forming with the wall of said passage, restricted areas in thepassage at opposite sides of the partition, said part1t on having a pair of bores therein extendlng slde by side across said passage and a pair of longitudinal air passages extending respectively from said bores through one end of the partition, and a pair of apertured spray tubes in said bores and spaced annularly from the walls thereof, each of said spray tubes having along its outer side a row of orifices through which fuel is discharged to the annular space above the tube, and thence discharged together with air taken in through said air passages, through lateral orlfices n the partition into the mixing passage at said restricted area.

17. In a carburetor, a fuel and air mixing passage, a throttle valve in said passage, and apartition extending longitudinally within the passage, said valve in open position being in overlapping relation with said partition, said valve in moving from closed toward open position causing a greater flow of air past one side of the partition than past the other side thereof.

18. In a carburetor a fuel and air mixing passage, having an inlet and an outlet, a fuel nozzle in said passage, and a throttle valve mounted on an axis extending across said passage, said valve having a comparatively thick peripheral edge at one side of its axis, a comparatively thin peripheral edge at the other side of its axis, a fuel deliver passage opening into said mixing passage t on h a port located exclusively at the inlet side 0 the throttle when the latter is closed and at a point such that said thick edge of the valve moves past said port as the valve moves from closed toward open position, and means for bleeding air from said fuel and air mixing passage into said fuel delivery passage from a point in the wall of said mixing passage substantially at the thick edge of the valve in closed position.

19. In a carburetor having a fuel and air mixing passage, a stationarypartition extending longitudinally within said passage, the sides of said partition extending to the wall of the passage and the ends of the partition terminating within said passage, valve means for controlling the flow of air through said passage, said valve means in moving from closed toward open position being operable to permit a substantially greater flow of air through said passage at one side of said partition than at the opposite side of the partition and means for delivering fuel through said partition to said passage at opposite sides of the partition.

20. In a carburetor having a fuel and air mixing passage, a stationary partition extending longitudinally within said passage the sides of said partition extending to the wall of the passage and the ends of the partition terminating within said passage, valve means for controlling the flow of air through said passage, said valve means in moving from closed toward open position being operable to permit a substantially greater flow of air through said passage at one side of said partition than at the opposite side of the partition; and separate fuel passages in said partition through which fuel is delivered respectively to opposite sides of the partition.

In witness that I claim the foregoing I have hereunto subscribed my name this 18th day of November, 1929.

EDWARD A. WINFIELD. 

